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Thomas Francis Farrell was born on 3 December 1891 in Brunswick, New York, the fourth of nine children of John Joseph Farrell, Sr., a farmer, and his wife Margaret née Connolly.[1] Farrell was raised on the family's 200-acre (81 ha) farm, where his father had an apple orchard, and raised pigs and dairy cattle. The children helped with the farm chores, and delivering the milk, but none stayed on as adults.[2] Farrell graduated from Rensselaer Polytechnic Institute in 1912.[3] His first professional job was working on the New York State Barge Canal. Seeing Irish workers being mistreated by bosses made him a staunch supporter of organized labor.[1] He worked on the Panama Canal from 1913 to 1916.[2]

for extraordinary heroism in action while serving with 1st Engineers, 1st Division, A.E.F., at Bois-de-Moncy, France, October 8–9, 1918. On October 8 when ordered to take and hold Hill 269, which was strongly held by enemy forces, Major Farrell with great skill and with undaunted courage and determination led his battalion to the attack, seized and held this vital point despite the fact that he was attacked by greatly superior numbers on three sides and nearly surrounded by strong enemy forces who showed extraordinary determination to regain this highly important position. He held the hill until reinforcements could reach him after darkness had fallen on 9 October 1918. His fearless leadership, utter disregard for his own safety, and complete devotion to duty raised the morale of his battalion to a high pitch and inspired them to acts of great endeavor.[7]

Farrell returned to active duty in February 1941 with the rank of lieutenant colonel to act as then-ColonelLeslie R. Groves, Jr.'s executive officer in the Operations Branch of the Construction Division under the Office of the Office of the Quartermaster General.[15] At this point, the US Army was about to embark on a national mobilization, and it was the task of the Construction Division of the Quartermaster Corps to prepare the necessary accommodations and training facilities for the vast army that would be created. The enormous construction program had been dogged by bottlenecks, shortages, delays, spiralling costs, and poor living conditions at the construction sites. Newspapers began publishing accounts charging the Construction Division with incompetence, ineptitude, and inefficiency.[16] Farrell and Groves worked out new, simplified procedures for centralized procurement that provided the flexibility needed to get projects done on time with the accountability that such enormous expenditures demanded.[17] He was awarded the Legion of Merit for his services.[18]

In September 1943, the Chief of Army Service Forces, Lieutenant GeneralBrehon B. Somervell, created a special India Committee to coordinate activities in the China-Burma-India theater with those of Army Service Forces back home. Farrell, now a colonel, was appointed to the committee to oversee construction. The creation of a line of communications from India to China would be the largest engineer undertaking of the war. A number of new units were trained in the United States specifically for the task.[19] In a reorganization later that year, Farrell became Chief Engineer of the Services of Supply in the China-Burma-India theater. In December he also became head of its Construction Division.[20]

Farrell, who was promoted to brigadier general in January 1944,[3] organized his command into two divisions and six districts. He was in charge of the work inside India; construction of the Ledo Road itself was the responsibility of Colonel Lewis A. Pick. In addition to this work, Farrell had to support Operation Matterhorn, the deployment of B-29 bombers to China and India, which involved the construction and expansion of a series of air bases. The B-29s required runways that were almost twice the size of those for the older B-17s,[20] and he was forced to divert his resources to construct a 6-inch (150 mm) oil pipeline to the Matterhorn airfields.[21]

To bridge the fast-following rivers of northern Burma, Pick and Farrell selected the H-20 Portable Steel Highway Bridge. Production of these had been discontinued in favor of the Bailey bridge, but Farrell's technical arguments won out and the Corps of Engineers had to reinstate production of the H-20.[21] In view of these difficulties, Farrell obtained Bailey bridges from British sources. In the end, all the major bridges beyond the Irrawaddy River would be Baileys.[22] He also made the decision, controversial in Washington, to shift the terminus of the 6-inch (150 mm) oil pipeline from Calcutta to Chittagong in order to avoid crossing the Ganges and Brahmaputra Rivers, and the dangers of concentrating too many vulnerable installations in the Calcutta area.[23] He was awarded the Distinguished Service Medal.[7]

In December 1944, the Secretary of War, Henry L. Stimson, ordered Groves, now the Director of the Manhattan Project, to find a deputy. Stimson was concerned about what would happen if Groves became incapacitated. "You can have any officer in the Army," Stimson told Groves, "no matter who he is, or what duty he is on."[24] Groves told Colonel Kenneth Nichols, the commander of the Manhattan District, that his first choice would be Farrell. Nichols replied: "He would be my first choice too."[25] "Site Y" was the code name for the remote Los Alamos County, New Mexico facilities that housed the main group of researchers and was responsible for final assembly of the bombs.[26]

I recall that I asked them if I was going to sign for it shouldn't I take it and handle it. So I took this heavy ball in my hand and I felt it growing warm, I got a certain sense of its hidden power. It wasn't a cold piece of metal, but it was really a piece of metal that seemed to be working inside. Then maybe for the first time I began to believe some of the fantastic tales the scientists had told about this nuclear power.[29]

Farrell observed the Trinity (nuclear test) with Oppenheimer from the control dugout located 10,000 yards (9,100 m) from the test tower.[30] In his report on the test to President Truman on 21 July 1945, [31] Farrell stated:

The effects could well be called unprecedented, magnificent, beautiful, stupendous, and terrifying. No man-made phenomenon of such tremendous power had ever occurred before...It lit every peak, crevasse and ridge of the nearby mountain range with a clarity and beauty that cannot be described but must be seen to be imagined. Seconds after the explosion came, the air blast pressed hard against the people watching, to be followed almost immediately by the strong, sustained, awesome roar which warned of doomsday and made us feel we puny things were blasphemous to dare tamper with the forces previously reserved for the Almighty. Words are inadequate tools for the job of acquainting those not present with the physical, mental and psychological effects. It had to be witnessed to be realized.[32]

Farrell notified Groves that the Little Boy bomb would be ready for use on or about 3 August, weather permitting.[38] In the space of a week on Tinian, four B-29s crashed and burned on the runway. Parsons became very concerned. If a B-29 crashed with a Little Boy, the fire could cook off the explosive and detonate the weapon, with catastrophic consequences. Parsons raised the possibility of arming the bomb in flight with Farrell, who agreed that it might be a good idea. Farrell asked Parsons if he knew how to do it. "No sir, I don't", Parsons conceded, "but I've got all afternoon to learn."[39] After the bombing of Hiroshima on 6 August, Farrell, along with Generals Carl Spaatz, Nathan Twining, Barney Giles and James H. Davies, debriefed Parsons, the aircrews and the observers, and sent Groves a detailed report.[40]

Farrell brought forward the date for the next attack because good weather was only predicted until 9 August.[41] He signed the Fat Man bomb, "To Hirohito, with love and kisses, T. F. Farrell."[42] The bomb was loaded on the B-29 Bockscar. During pre-flight inspection, a fuel pump was found to be faulty, meaning that 800 US gallons (3,000 l; 670 imp gal) of fuel in the bomb bay tank could not be used, although it would have to be carried. Farrell took the difficult decision to continue the mission, in view of the worsening weather. This was only the first of a number of problems that faced the mission crews that day, but the mission was carried out successfully.[43]

The surrender of Japan on 14 August precluded further attacks. Groves had already directed Farrell to prepare teams to inspect the effects of the atomic bombs on Hiroshima and Nagasaki, and Farrell had begun assembling the required personnel and equipment. Farrell arrived in Hiroshima by air on 8 September as part of a group, equipped with portable geiger counters, that was headed by himself, and also included Brigadier General James B. Newman, Jr from the US Army Air Forces, Japanese Rear Admiral Masao Tsuzuki, who acted as a translator, and Colonel Stafford L. Warren, the head of the Manhattan District's Medical Section. They remained in Hiroshima until 14 September and then surveyed Nagasaki from 19 September to 8 October. They were greatly impressed by both the damage done by the atomic bombs, and the extensive Japanese preparations for the Allied invasion that had been planned prior to the surrender.[44]

View of the 1964 New York World's Fair from the observation towers of the New York State Pavilion; the Unisphere is in the center, Shea Stadium background left.

Farrell was promoted to the rank of major general in October 1945. He remained Deputy Commander of the Manhattan Project until he retired from active service in April 1946.[3] He was appointed chairman of the New York City Housing Authority by Mayor William O'Dwyer on Robert Moses's recommendation.[45] In the aftermath of the war, providing public housing, especially for returning veterans, was a major priority for the city.[46] Unlike other projects of the time, New York City public housing was not racially segregated. Writing in 1950, Farrell declared, "New York's public housing projects demonstrate that Negroes and whites can live together."[47]

^"Col. F.S. Greene, 69, Is Dead in Capital. New York State Public Works Commissioner Left His Post During Recent Illness. Highways Head 18 Years.". New York Times. 27 March 1939.|access-date= requires |url= (help)

Hewlett, Richard G.; Duncan, Francis (1969). Atomic Shield, 1947–1952. A History of the United States Atomic Energy Commission. University Park: Pennsylvania State University Press. ISBN0-520-07187-5. OCLC3717478.